Three-point support device, corresponding vehicle and corresponding train set

Description

[0001] The present invention relates to a three-point support device. The present invention also relates to an associated vehicle. The present invention also relates to a railway train.

[0002] A railway vehicle generally consists of a body supported by bogies. In particular, each body is typically supported by two bogies.

[0003] There figure 1 illustrates an example of a classic configuration of a body 10 supported on two bogies 12, 14. Each bogie 12, 14 comprises two axles 16, each having two wheels 18 (only one reference 18 is shown to avoid overloading the figure 1 ), two secondary air suspensions 20 and an anti-roll bar 22. Each secondary air suspension 20 is associated with a backup suspension 24 that replaces said secondary air suspension 20 when it is defective. Thus, the body 10 is supported at four points, each point being formed by a separate secondary air suspension 20 or by the backup suspension 24 associated with a defective secondary air suspension 20. Such a configuration is called statically indeterminate.

[0004] However, such a four-point support configuration is problematic when the track has geometric defects, particularly track curvature. A track curvature refers to a planar distortion that allows a section of track to transition from flat to canted (a difference in height between two opposite rails on the same track). In particular, in such a four-point configuration, the supports are relatively rigid when the secondary suspensions are deflated, which gives them a limited capacity to compensate for track curvature. The risk is that a wheel may lose contact with the rail, which could lead to a derailment.

[0005] One solution would be to use primary suspensions optimized to absorb the suspension travel. Primary suspensions are the suspensions between the axles and the bogie frame.

[0006] However, such a solution complicates the manufacture of primary suspensions, and proves to be expensive.

[0007] WO 2015 / 135587 A, US 3 738 680 A and US 4 665 835 A describe other examples of suspension devices for a vehicle.

[0008] There is therefore a need for a means to improve the safety of a railway vehicle operating on a track with geometric defects, without complicating the manufacture of primary suspensions.

[0009] For this purpose, the present description relates to a three-point support device according to claim 1.

[0010] According to particular embodiments, the device is according to any one of claims 2 to 5.

[0011] The present description also relates to a vehicle according to claim 6.

[0012] The present description also relates to a railway train according to claim 7.

[0013] Other features and advantages of the invention will become apparent from the following description of embodiments of the invention, given by way of example only and with reference to the drawings which are: There figure 1 is a schematic representation of an example of a state-of-the-art vehicle body, the vehicle body being supported by two bogies defining four support points, The figure 2 is a schematic representation of an example of a vehicle body supported by a three-point support device, the support device comprising a first bogie defining a first support point and a second bogie defining a second and a third support point. figure 3 is a schematic representation of an example of a first bogie defining a first support point; according to the invention, the first bogie comprises a central emergency suspension formed of two emergency elements arranged on either side of the central pivot of the first bogie in a longitudinal direction, and The figure 4 is a schematic representation of the first bogie of the figure 3 cross-sectional view along a longitudinal axis, called central.

[0014] In the description, the term "longitudinal" is defined with respect to the direction in which the vehicle travels, that is, the direction in which the rails on which the vehicle travels extend. The longitudinal direction is represented in the figures by an X-axis. The term "transverse" is defined with respect to a direction substantially perpendicular to the longitudinal direction in a horizontal plane, that is, the direction in which the rails are separated from each other. The transverse direction is represented in the figures by a Y-axis. The direction perpendicular to both the longitudinal and transverse directions is called the "vertical direction" and is represented in the figures by a Z-axis. The terms "front" and "rear" are defined with respect to the direction of travel of the rail vehicle.

[0015] A three-point support device 30 for the body 32 of a vehicle is illustrated with reference to the figure 2 and to figures 3 And 4 which illustrate a specific example of a bogie of device 30.

[0016] The vehicle is, for example, a railway vehicle, such as a vehicle in a railway train. The railway train is, for example, a train, a metro, a tram, or more generally any type of rolling stock.

[0017] Preferably, the train is non-articulated and all vehicles in the train are vehicles whose body is supported by a 30-point support device.

[0018] In another example, the train is articulated and at least the key car of the train (the car supported by two bogies) is supported by a three-point support device. The key car is, for example, an end car of the train, advantageously the lead car of the train.

[0019] The device 30 is designed to support the box 32 by only three support points, unlike the prior art device with four support points.

[0020] The device 30 comprises a first bogie 40 and a second bogie 42. The first bogie 40 and the second bogie 42 are the only bogies of the device 30, and thus the only bogies supporting the body 32. Each of the first bogie 40 and the second bogie 42 is either motorized or not.

[0021] Each of the first bogie 40 and the second bogie 42 comprises a chassis 43, two axles 46 each having two wheels 48 (only one reference 48 is shown on the figure 2 (to avoid overloading the figure).

[0022] Each of the first bogie 40 and the second bogie 42 also has a central pivot 49 defining a vertical pivot axis, called the bogie axis ZB. Each bogie 40, 42 is thus articulated with respect to the body 32 along the bogie axis ZB. The central pivot 49 also defines a central longitudinal axis XB, the central longitudinal axis XB being along the longitudinal direction X and passing through the central pivot 49.

[0023] The specific characteristics of each of the first bogie 40 and the second bogie 42 are described below.

[0024] In particular, in what follows, the term "secondary suspension" refers to an air suspension between the chassis of a bogie and the vehicle body supported by the bogie. The term "emergency suspension" refers to a suspension designed to replace a secondary suspension when said secondary suspension is defective (for example, a deflated or punctured suspension).

[0025] The first bogie 40 is designed to support the body 32 by a first support point.

[0026] The first bogie 40 includes two first secondary air suspensions 50 and a central emergency suspension 52.

[0027] Advantageously, the first bogie 40 is devoid of an anti-roll system.

[0028] The first secondary air suspensions 50 are the only secondary suspensions of the first bogie 40. The first secondary air suspensions 50 are suspensions arranged on the chassis 43 on either side of the central longitudinal axis XB.

[0029] The first secondary air suspensions 50 are pneumatically connected to each other, for example, by a pneumatic hose or tube 51 (illustrated in dotted lines on the figure 2 ). The first secondary air suspensions 50 therefore have essentially the same air pressure under normal operating conditions.

[0030] The first secondary air suspensions 50 are, for example, supplied via a control component 54. The control component 54 is designed to regulate the air pressure in the first secondary air suspensions 50, in particular according to the load of the body 32 supported by the first bogie 40. Such a control component 54 allows inflation (injection of air from an air compressor) or deflation (venting to the outside - ambient air).

[0031] Preferably, the control component 54 is arranged on or in the chassis 43 on the central longitudinal axis XB.

[0032] The control component 54 is, for example, a leveling valve. The leveling valve is, for example, mechanically actuated.

[0033] In another example, the control component 54 is a solenoid valve. The solenoid valve is, for example, controlled by a position sensor measuring the distance between the first bogie 40 and the car body 32.

[0034] Preferably, the first secondary air suspensions 50 are arranged laterally on either side of the central emergency suspension 52.

[0035] The central emergency suspension 52 is suitable for replacing the first secondary air suspensions 50 when the said first suspensions 50 are malfunctioning.

[0036] The central emergency suspension 52 is the only emergency suspension of the first bogie 40.

[0037] The central emergency suspension 52 is positioned on the chassis 43 on the central longitudinal axis XB, which allows for better distribution of the vehicle's weight on the first bogie 40.

[0038] According to the invention, as illustrated in figures 3 And 4 , the central emergency suspension 52 comprises two emergency elements 60 arranged on the central longitudinal axis XB on either side of the central pivot 49.

[0039] In the example illustrated by the figures 3 And 4 , each rescue element 60 comprises an elastic element 61, a fixing plate 62 and a support element 63.

[0040] The elastic element 61 has a spring function. The elastic element 61 is designed to be fixed, via the mounting plate 62, either to the housing 32 (as illustrated by the figure 4 ), or to the bogie.

[0041] The support element 63 is fixed on the opposite side to the elastic member 61, that is to say, it is fixed to the first bogie 40 when the elastic member 61 is fixed to the body 32 (as illustrated by the figure 4 ) or is fixed to the body 32 when the elastic element 61 is fixed to the first bogie 40. When the support element 63 is fixed to the bogie, it is, for example, fixed directly to the bogie frame 43 or to any element itself fixed to the bogie frame 43. For example, when the first bogie 72 is a powered bogie, as is the case on the figures 3 And 4 , the support element 63 is fixed on the motor 69 which is itself fixed on the bogie frame 43.

[0042] The bearing element 63 is preferably made of a material chosen to reduce the coefficient of friction and exhibit good anti-wear properties. The material of the bearing element 63 is, for example, a Teflon®-coated metal or a nylon-type polymer, such as Ertalon®.

[0043] An operating clearance 64 exists between the elastic element 61 and the support element 63, allowing the corresponding secondary air suspension 50 to be the only one in operation when this secondary air suspension 50 is inflated (normal mode). In the event of a failure (degraded mode), the secondary air suspension 50 is no longer active and the operating clearance 64 between the elastic element 61 and the support element 63 is closed so that the backup element 60 replaces said secondary air suspension 50.

[0044] A two-element emergency arrangement 60 has the advantage of being more stable compared to a single-element emergency arrangement 60, and of distributing the forces over a doubled bearing surface.

[0045] In one variant, the central emergency suspension 52 comprises a number of emergency elements 60 strictly greater than two. In this case, the emergency elements 60 are arranged around the central pivot 49 so as to form only a single support point.

[0046] The previous configuration with the backup elements 60 is easily accessible in the case of maintenance operations, because the backup elements 60 are arranged on either side of the central pivot 49, and are not inserted on the central pivot 49.

[0047] Thus, for the first bogie 40, the first support point is formed by the first two secondary air suspensions 50 pneumatically linked or by the central emergency suspension 52 when the first secondary air suspensions 50 are malfunctioning.

[0048] The second bogie 42 is designed to support the body 32 by a second and a third support point.

[0049] The second bogie 42 includes two secondary pneumatic suspensions 70.

[0050] The second secondary air suspensions 70 are the only secondary suspensions of the second bogie 42. The second secondary air suspensions 70 are suspensions arranged on the chassis 43 on either side of the central longitudinal axis XB.

[0051] Each secondary air suspension 70 is associated with a separate control component 71 (shown in dotted lines on the figure 2 (for information purposes) suitable for regulating air pressure in said second secondary air suspension 70 and a separate lateral backup suspension 72.

[0052] The control component 71 is, for example, a leveling valve.

[0053] The lateral emergency suspensions 72 are suitable for replacing the secondary air suspensions 70 when the said secondary suspensions 70 are malfunctioning.

[0054] Each 72 emergency side suspension includes, for example, an emergency foot, such as a rubber and metal foot.

[0055] Preferably, the second bogie 42 includes an anti-roll system comprising one or two anti-roll bars 74. The stiffness of the bar(s) 74 of the anti-roll system is, for example, chosen so as to compensate for the absence of an anti-roll system on the first bogie 40.

[0056] Each of the second and third support points is formed by a separate secondary air suspension 70 or by the emergency lateral suspension 72 associated with said secondary air suspension 70 when said secondary air suspension 70 is malfunctioning.

[0057] The operation of the three-point support device 30 will now be described. In operation, the three-point support device 30 supports the body 32 of the vehicle in question. The first bogie 40 is, for example, the front bogie of the vehicle and the second bogie 42 is the rear bogie.

[0058] When the first secondary air suspensions 50 and the second secondary air suspensions 70 are functional, the first support point is formed by the first secondary air suspensions 50 linked together, and the second and third support points are formed by each of the second secondary air suspensions 70.

[0059] When the first secondary air suspensions 50 are malfunctioning and one or both of the second secondary air suspensions 70 are functional, the first support point is formed by the central backup suspension 52, and the second and third support points are formed by each of the second secondary air suspensions 70.

[0060] When the first secondary air suspensions 50 are functional and the second secondary air suspensions 70 are dysfunctional, the first support point is formed by the first secondary air suspensions 50 linked together, and each of the second and third support points is formed by a separate second secondary air suspension 70 or by the lateral backup suspension 72 associated with said second secondary air suspension 70 when said second secondary air suspension 70 is dysfunctional.

[0061] When the first secondary air suspensions 50 are malfunctioning and one or both of the second secondary air suspensions 70 are malfunctioning, the first support point is formed by the central backup suspension 52, and each of the second and third support points is formed by a separate second secondary air suspension 70 or by the lateral backup suspension 72 associated with said second secondary air suspension 70 when said second secondary air suspension 70 is malfunctioning.

[0062] Preferably, a safety valve is present between the second secondary air suspensions 70, allowing the deflation of a second secondary air suspension 70 in the event that the other secondary air suspension 70 malfunctions. Thus, when one secondary air suspension 70 malfunctions, the other secondary air suspension 70 also malfunctions, and the supports are formed by the two lateral backup suspensions 72 on each side. Therefore, regardless of the operating mode of the secondary suspensions of the device 30, the device 30 provides three points of support for the body 32 supported by the device 30. In particular, the pneumatic communication between the first two secondary air suspensions 50 allows, through air transfer, the elimination of the roll stiffness normally provided by independent secondary suspensions.This is especially true in the preferred configuration where the first bogie 40 does not include an anti-roll device.

[0063] Thus, the first bogie 40 forms a central support point in both normal and emergency operating modes. This three-point support configuration is called isostatic. Such a three-point support arrangement 30 is particularly suitable for operation on tracks with geometric irregularities, especially long or short track curves, thereby improving vehicle safety. In particular, with this configuration, the effects of body torsion and wheel unloading are reduced.

[0064] In particular, when the first bogie 40 is without an anti-roll system, the body 32 is held in roll only by the second bogie 42, which limits the torsion of the body 32 and facilitates passage over tracks with geometric defects.

[0065] Furthermore, such a device 30 is relatively simple to implement since the second bogie 42 is, for example, a conventional bogie and no optimization of the primary suspensions is required. For example, the first bogie 40 is directly derived from the second bogie 42 by simple adaptation (emergency suspension, pneumatic piping, anti-roll bar not mounted).

[0066] Thus, the support device 30 allows crossing large left-hand bends in the track while remaining on a basic primary suspension technology, for example conical rubber-metal pads.

[0067] The support device 30 also simplifies the adjustment of the body's "leveling," that is, the adjustment of the body's horizontality. Such an adjustment allows, for example, for correct door sill heights on each side / at each door, which is more complicated to achieve with a four-point, statically indeterminate mounting and four regulating components.

[0068] A person skilled in the art will understand that the embodiments and variants previously described can be combined to form new embodiments provided they are technically compatible.

Claims

1. A three-point bearing device (30) for a body (32) of a vehicle, in particular rail, the device (30) comprising: a. a first bogie (40) capable of supporting the body (32) by a first bearing point, the first bogie (40) comprising two first secondary pneumatic suspensions (50) and a backup central suspension (52), the backup central suspension (52) being the only backup suspension of the first bogie (40), the first secondary pneumatic suspensions (50) being pneumatically connected, the first bearing point being formed by the two first secondary pneumatic suspensions (50) pneumatically connected or by the backup central suspension (52) when the first secondary pneumatic suspensions (50) are dysfunctional, and b. a second bogie (42) capable of supporting the body (32) by a second and a third bearing point, the second bogie (42) comprising two second secondary pneumatic suspensions (70), each second secondary pneumatic suspension (70) being associated with a separate regulating component (71) capable of regulating the air pressure in said second secondary pneumatic suspension (70) and a separate backup lateral suspension (72), each of the second and third bearing points being formed by a separate second secondary pneumatic suspension (70) or by the backup lateral suspension (72) associated with said second secondary pneumatic suspension (70) when said second secondary pneumatic suspension (70) is dysfunctional, wherein the first bogie (40) comprises a central pivot (49) about which the first bogie (40) is designed to pivot, the backup central suspension (52) being disposed on an axis passing through the central pivot (49) and in the longitudinal direction, referred to as central longitudinal axis (XB), and wherein the backup central suspension (52) comprises at least two backup elements (60) arranged on either side of the central pivot (49) on the central longitudinal axis (XB).

2. Device (30) according to claim 1, wherein the first secondary pneumatic suspensions (50) are disposed laterally on either side of the backup central suspension (52).

3. Device (30) according to claim 2, wherein the or each backup element (60) comprises a resilient member (61) and a bearing element (63), an operating clearance (64) being provided between the resilient member (61) and the bearing element (63) as long as the first secondary pneumatic suspensions (50) are functional, the operating clearance (64) being capable of being filled in when the first secondary pneumatic suspensions (50) are dysfunctional.

4. Device (30) according to any one of claims 1 to 3, wherein the first bogie (40) has no anti-roll system.

5. Device (30) according to any one of claims 1 to 4, wherein the first secondary pneumatic suspensions (50) are supplied by the same regulating component (54), the regulating component (54) being advantageously arranged on the central longitudinal axis (XB).

6. Vehicle, in particular railway, comprising at least one body (32) supported by a device (30) with three bearing points according to any one of claims 1 to 5.

7. Train comprising a plurality of vehicles connected to each other, at least one of the vehicles being according to claim 6.